The Giant's Last Tiny Car - Fiat Abarth 1300/124 Scorpione

The October ’68 Paris Motor Show is probably best remembered for its hosting of the Bertone Alfa Romeo Carabo styling concept car’s debut.  All these years on, it is a design that still seems futuristic and is an example of Marcello Gandini’s best work.  Though its lines were comparatively restrained and it housed a far more mundane engine than the Carabo’s Alfa Romeo 33-based V8, there was another wedge-shaped car making its first public appearance that year at the show’s Parc des Expositions, Porte de Versailles venue.  The Fiat Abarth 1300/124 had been in preparation since May ’68 at Corso Marche.  That was only very shortly after the car on which it was based had itself been launched in March ‘68.  This was the Francis Lombardi Grand Prix 850, itself an evolution of a vehicle that had been created at Fiat to explore the idea of utilising an Autobianchi driveline in a sporting coupe.  Although some accounts assert that the body was styled by Giuseppe Rinaldi, (working at Francis Lombardi), it was more likely finalised at Fiat well before any knowledge of its existence had reached the Vercelli-based Carrozzeria.  That being the case, it was very probably from the drawing board of Pio Manzù, then in his twenties and about to become a rising star at Fiat.  Although a photograph of that car – which was shown at the Turin Show in ’67 – has not come to light, a Manzù design from ’64 shows some aspects which can be discerned in the Lombardi Grand Prix, especially the somewhat disproportionate C pillar/rear quarter panel – see below:

’64 Autonova GT by Pio Manzù  Courtesy Carrozzieri-italiani.com

Through the Fifties, the Lombardi business had specialised in custom conversion work, at first in limousine styles, on, by way of the first Popemobile (!), and further still in the Sixties to the upgrading of small cars such as the Fiat 500.  Indeed, the Grand Prix was built on a Fiat 850 chassis and powered by the 843 cc Fiat 4 cylinder engine.  While this was hardly in tune with the Grand Prix’s name and sleek body, since it produced only around 45 bhp, the car’s weight at under 700 Kg allowed performance at a level considered ‘sporting’ in the late Sixties.  But not sporting enough by Carlo Abarth’s standards, so he saw another opportunity to make a significantly more zestful version through the company’s proven elaborazione method focused on engine capacity and gas flow modifications.  Thus, the Tipo 104 1300/124 Scorpione was created as a distinct Fiat Abarth model.  Its main distinguishing feature was the Fiat 124 engine, bored to 1280 cc.  It was given a higher (10.5:1) compression ratio, equipped with a Solex 32 mm carburettor and designated Abarth Tipo 204.  This provided 75 bhp – a healthy 66% increase on the Grand Prix’s output.  With this increased performance potential in mind, Abarth prudently revised the mechanical configuration by relocating the coolant radiator to the front end of the car.  The Scorpione’s factory-claimed metrics were  0-60 mph in 9.8 secs and a 114 mph top speed.  With pricing at around Lit. 1.600.000, the Scorpione promised strong sales appeal based on its style – notable especially for its GT40-like ultra-low height, at 43“ - and brisk performance.  It is tempting nevertheless to speculate as to whether it could have been even quicker if it had been lighter still - given the era and the general shape of the body, it might be supposed that it was constructed in alloy or fibreglass, but it is in fact all steel, with the exception of the composite rear panel.

’68 Fiat Abarth Scorpione #1341901192  Courtesy Bonhams

The interior is attractive, with a distinctive feature in the unusual, centre mounted instruments pod.  There has been some criticism of this from an ergonomic viewpoint by drivers who expect to see the main instruments - especially the rev counter – in clear view in the centre of a natural line of sight, straight ahead.  Seen below is the interior of OTAS 820 CC, #0035:

’71 OTAS 820 CC OTAS #0035  Courtesy RobM, Bring a Trailer

For a car that was in production for just 4 years, there was quite a proliferation of variants and – looking at what has been written about it – a good deal of confusion about specifications.  However, despite some claims that Abarth made and marketed some versions powered by the ’68 Fiat 903 cc Sport version of the 850 engine, the Corso Marche-made models are generally considered to be just the Scorpione, S and SS.  Otherwise, the following related, same-body models were:

• Francis Lombardi Grand Prix –  launched in March ’68 and subsequently updated with the 850 Special engine and also with a black louvred engine deck lid. In production until ’72.

• OTAS 820/Giannini Grand Prix – The Officina Trasformazioni Automobili Sportive company was formed in ’69 by Lombardi in collaboration with the tuning business, Giannini.  It made 817 cc OTAS 820 versions for Europe and, with emissions modifications for the U.S., designated OTAS 820 CC, and a twin cam 982 cc ‘Tigre’ engine model for the U.S.

It is possible – but not proven – that in total up to 400 Scorpione/Grand Prix/OTAS/Giannini cars were produced.

Seen below is a ‘68 Francis Lombardi Grand Prix model version to which aftersales Abarth badging has been applied.  The Campagnolo alloy rims were also likely aftermarket-fitted in period.  It was offered for sale in 2015 by Bonhams, fetching £13,800:

’68 Francis Lombardi Grand Prix #14170049  Courtesy Bonhams

For comparison, this ’70-built Grand Prix appears to wear badging for the Francis Lombardi marque, without any attempts to ‘Abarthise!’:  It carries a Fiat roundel on the front trunk lid, ‘FL’ badges near the trailing edge of the front wheel arches and a ‘Fiat 850’ chrome script on the left hand side of the rear panel; there is also a Francis Lombardi script on the right hand side of the dashboard.  The car was sold by Iconic Auctioneers at Silverstone in 2023 for £16,313.

’70 Francis Lombardi Grand Prix #15975006  Courtesy Iconic Auctioneers

A ’68 Abarth Scorpione S is illustrated next.  Chassis #1236614103, carries the standard badging with just an Abarth crest on the front trunk lid in the centre, near its leading edge, and a chrome script ‘ABARTH 1300’ on the right hand side of the rear panel.  The VIN plate is engraved: Tipo 1300/124; No Telaio 1233614103; No  Motore 0659475.  In the auction lot description, Bonhams claimed: ‘This Scorpione S is believed to be one of just 4 examples in the USA of the approximately 30 produced.’  It sold at Scottsdale in January 2025 for $47,040.

’68 Fiat Abarth Scorpione #1236614103  Courtesy Bonhams

An example of the OTAS version is this ’68 ‘Grand Prix 820 CC,’ batch #0033.  The seller suggests this car is number 33 of a run of 120 built and so, ‘early,’ though the date attribution must be in doubt as the OTAS company was not formed until ’69.  Also, the car’s engine deck lid is of the later, 2nd series, louvred type.  It would be reasonable to suppose that it was in fact a ’69 or ’70 build.  Engine is the 903 cc version.  This is another Grand Prix which has had Abarth badges applied post-production.  But, most significantly bodywork-wise, notice that the front trunk deck incorporates a central, longitudinal raised section – this feature is also seen on the later OTAS Grand Prix seen further below.  Notice also the insubstantial tubular bumpers – the rear item seen here is also evident on the other OTAS Grand Prix further below.

’69-’70 OTAS Grand Prix 820 OTAS #0033  Courtesy CarandClassic

Although it’s never wise to bank on chassis/batch numbers being reflective of build chronology – especially with Italian cars of the era – another reason for questioning the date attribution of batch #0033 is that the next OTAS Grand Prix, dated to ’71, has a much lower batch number - #0007.  It’s a car that sold for $26,880 in 2019 by Bonhams at Quail Lodge.

71 OTAS Grand Prix 820 CC OTAS #0007  Courtesy Bonhams

From the same year, #1447434, batch #0014, the OTAS 820 CC Grand Prix seen below started life in red, but is today repainted in Verde Miura – a nod perhaps to the notion that the Grand Prix has the look of a ‘mini’ version of Lamborghini’s first great supercar.  Bonhams sold it 2010 in New York for $28,080.  The OTAS 82 CC script badge is applied on the rear panel to the left of the right hand side tail light unit.

‘71 OTAS Grand Prix 820 CC #1447434  Courtesy Bonhams

The Abarth Scorpione SS was introduced in February ’69, (that is the date recorded by the Factory – other sources have suggested that the SS appeared before the S, the latter replacing the SS).  The SS version featured twin Webers and was a few Kg lighter, benefitted from upgraded brakes, wider track, double wishbone front suspension and had Campagnolo Elektron (magnesium-alloy) wheels with 165 section tyres (155 on the S).  Top speed was claimed to be 118 mph.  (There is something of a mystery about the SS in that the factory’s data sheet records the model as equipped with the single Solex C 32 PHH carburettor and the same bhp value – 75 – as quoted for the S model).  On the twin Webers, the car’s Tipo 204 engine has been rated elsewhere at 100 bhp.  Bonhams says that only six SS Scorpiones were built, one of which is #128/292067, seen below.

’70 Fiat Abarth Scorpione SS #292067  Courtesy Bonhams

In late ’68 when the Scorpione was launched, with the given success of the established models in Touring/Sport competition – 595, 695, 850 TC, 1000 Berlina, 1000 SP, OT 1300 – a factory racing programme was not envisaged for the model.  Inevitably though, some owners saw potential competitiveness in minor events, and, seen below, is an example which was hillclimbed in-period.  # 1411387261 was offered in ’15 with an estimate of £45-50,000 (but not sold) by RM Sotheby’s.  The lot description notes that the original owner sold it to Italian racing engineer, Francesco Landi, a hillclimb competitor.  Landi fitted twin Weber 40DCOE carburettors and re-configured the front suspension from transverse leaf spring to his own coil-over-shock design.  He took 2nd place at the Coppa dello Collino on his first outing with it.  Recent colour photographs of the car are shown below together with some in black & white, competing in-period:

’69 Fiat Abarth Scorpione S #1411387261  Courtesy Tom Wood/RM Sotheby’s

’69 Fiat Abarth Scorpione S #1411387261  Courtesy RM Sotheby’s

It is often cited that the Scorpione was the last Abarth model developed and launched prior to the company’s absorption into Fiat.  Carlo Abarth’s sale of his business was formalised in mid-October ’71.  An early decision taken by the new management at Corso Marche was the cancellation of the Scorpione and all production was completed before the close of that year.  Parallel with his role in creating the Scorpione, Carlo maintained an interest in the establishment of the Grand Prix as a mainstream car available in the U.S. market.  To this end, he co-operated  both with John Rich and the OTAS company.  Rich’s Rich Motor Company was the leading dealer for Fiat and Abarth on the West Coast but John was ambitious and resourceful in seeking to further expand his business.  Empathetic with this, Carlo helped with the fabrication of a U.S.-specific engine for the Grand Prix.  This was necessary because of new legislation that sought to address the increasingly recognised problem of environmental pollution.  The Clean Air Act of ’70 had led to the establishment of an Environmental Protection Agency.  This rapidly became home to a team of zealot officers who perceived the automotive industry in very negative terms, especially because of the contribution to ‘smog’ from vehicle exhaust emissions.  Further, there was likely a notably socialist basis to the political leanings of the Agency’s personnel, strengthening their desire to take such huge corporations as America’s Big Three – Ford, GM and Chrysler - to task.  A major imposition introduced was the requirement for the engines of all cars marketed in the U.S. to be compliant – proven by stringent testing and mandatory certification – with new exhaust emission standards aimed at levels of hydrocarbons, carbon monoxide and nitrogen oxide outputs being reduced by 10% around the mid-decade point.  There was however a glimmer of relief for smaller makers who would be unable to fund all the development and testing involved – engines with a capacity of less than 50 cubic inches were exempt.  Thus, the existing U.S. version of the Fiat 850 engine was derated to 817 cc.

If the EPA could frustrate the mighty power that was Ford Motor Company – charged with failing to certificate the compliance of production output prior to offer for sale – it would have no difficulty with applying scrutiny and demanding proof of justification for exemption from a minnow like OTAS – a significant distraction as the company attempted to market the car and build a dealer network.  Consequently OTAS struggled to establish a volume of sales sufficient to consolidate the company’s viability.  And the situation was not helped by the spread of stories about the Grand Prix being prone to engine failure because of a marginal cooling system causing overheating problems in the hotter states – a similar experience being reported about cars exported to Australia.

As a result of these issues, the company folded in ’71, so, as with the Scorpione version, the OTAS 820 was out of production by ’72.  Some sources have suggested that as many as 100 cars (one specific assertion is of 76 units) may have been imported/sold, but the actual number is not verifiable from available documentation.

The Lingotto Biscione and the Parella Scorpione

 

In considering Abarth Corse’s final racing season it’s necessary first to go back four years and understand the unfavourable market conditions that had begun to threaten the Corso Marche factory’s very survival.  1967 saw a big drop in demand for – and, thus, production of - Abarth cars.  This was not due to any shortcomings of the products themselves but resulted from the sales inroads made by other manufacturers who had introduced new sporting variants to supplement their previously more mundane model ranges. 

Abarth’s strategic response was well-considered and logical.  Racing activity would be stepped up.  For Abarth, even more competitive achievements such as the recent run of World Championships would support marketing messages stressing the products’ actual/race-proven sporting qualities – demonstrating that they were not just models with slightly more performance and a set of stripes.  Additionally, and as a very valuable short-term benefit, more racing leading to more victories would mean more win-bonus payments from Fiat, since the 1958 contractual agreement on this was still in force.  It has however been suggested that the agreement may, paradoxically, have been partly responsible for the Marque’s eventual demise.  The argument posited is that Abarth over-focused on the 595/695 models as these generally were the most likely to win events.  As a result, development of other model lines, such as the GTs, was comparatively neglected despite these being products that especially embellished the brand image/reputation and which tended to carry significantly better profit margins.

The 1300 OT (above) had been introduced in 1965, and once homologated for Group 4, became a convincing front-runner.  Victories and podium placings were soon forthcoming in the DARM, (German Automobile Circuit Championship).  Then, in the International Sports Car Championship, as early as the April round (3) at Monza, the OT driven by Anton Fischhaber/Ernst Furtmayr/Giancarlo Baghetti won the Sport 1.3 class.  Two months later, at the Nurburgring 1000 kms, Kurt Ahrens Jr./Johannes Ortner/Wolf-Dieter Mantzel/Furtmayr took the same honour.

1966 Nurburgring 1000 kms class-winning 1300 OT. Courtesy Motorsport Images

At Mugello, a 1300 OT took the class win with Luigi Taramazzo and Giulio Bona driving.  Alfio Gambero’s 1300 OT was 3^rd overall and class winner in the Coppa Citta di Enna.  Next it was Helmut Krause’s turn to take the 1.3 class victory at the Hockenheim Grand Prix.

Overall winner of the Nurburgring 500 kms was Ernst Furtmayr, and Johannes Ortner rounded off a terrific set of class wins for the 1300 OT with 1^st place at Zeltweg.

Furtmayr winning the ‘Ring 500, ©Veit Arenz

Thus, 1966 saw another Abarth series victory – taking the title in the International Sports Car Championship, Division 1, 1300 cc.  The new 1300 OT had quickly proven its capability and there had been good individual race, class-winning, contributions too from the 1000 SP, the 1000 Bialbero, the 1000 S and the 1000 OT. 

In 1967, the 1300 OT maintained its status as the Number 1 car in the Sport 1.3 class, with wins at the Targa Florio, Le Mans, Hockenheim (outright winning car), Mugello, Enna, Zeltweg, Ollon-Villars and the Nurburgring 500.  There were some good performances in the Prototype class too for the 1000 SP.  Yet another championship year for Abarth Corse.

Ecurie du Maine -entered, class-winning 1300 OT at Le Mans

As said above, 1968 was the season in which Abarth was seeking more wins, especially with those Fiat bonus payments in mind.  But the outcome proved to be largely one of disappointment.  Bad enough that this became the first season since 1962 that Abarth could not boast of a World Championship.  Individual race results too were uninspiring.  A Fiat Abarth 1000 S took the Sport 1.0 class at Monza, but the only other international grade victories were achieved at the Targa Florio.  The performance in Sicily was something of a compensation because Abarth cars won three of the nine classes contested – Sport 1.3 – Giovanni Rizzo/Stefano Alongi, Abarth Simca 1300 Bialbero; Prototype 1.0 – Francesco Patane/’Oras’, Abarth 1000 S; Sport 1.0 – Cesare di Belmonte/’Don Pedrito,’ Abarth 1000 OTS.

Class winners on the Targa Florio, left to right: 1000 S; 1000 OTS; Abarth Simca 1300 Bialbero

The policy of a more diversified models/more numerous entries approach referred to above became more evident as the 1969 season got underway.  At the Brands Hatch Six Hours, an SRT Holland-entered Abarth 2000 S ran in the hands of Gijs van Lennep/Toine Hezemans.  Launched in 1967, the 2000 S was a development of the 1000 SP and known internally as model SE04.  The mechanical configuration and dimensions were revised repeatedly as Abarth sought the optimum template for a successful customer race car model.  Results in 1967/8 were modest, but 1969, (and 1970), would see a good number of class wins/podiums.  To allow for competitive participation in the Sport category (rather than Prototype), a homologation-required quantity of 25 units was built in 1968/9 of the further development, SE10, version.

SE10 driven by Johannes Ortner on Volterra Hill Climb, May 1970.  © 2022 The Guitar Broker

The same car seen below when recently offered for sale by C Brody Investment Motorcars,
 Fort Lauderdale.   © 2022 The Guitar Broker

There would also be a SE014 version and a SE018 for Prototype racing:

SE014, chassis #001, sold by Bonhams in 2015 for £124,700. Courtesy Ultimatecarpage.com

SE018. Courtesy Berni Motori

However, whatever the success that these later developments would bring, the SRT car at Brands Hatch  showed that much work would be needed.  Qualifying only 21^st, it was a non-finisher. 

At Monza, for the 1000 kms in April, three Abarth models were deployed – another outing for a 2000 S, two 1000 S models and three 1000 SPs.  Although three of the cars retired, there were class wins for Ugo Locatelli/Maurizio Zanetti, 1000 SP (Prototype 1.0), and "White"/Umberto Grano, 1000 S (Sport 1.0).

Locatelli/Zanetti, 1000 SP at Monza. Courtesy Motorsport Images

The Abarth contingent for the Targa Florio amounted to 9 cars of which two were class winners, and in the Sport 1.3 class Corso Marche products filled the first four places.  Leading the way was the 2000 S of Bitter/Kelleners, 8^th overall and first in the Sport 5.0 class.  Winning the Sport 1.3 class was the 1000 S of Salvatore Calascibetta/Vincenzo Ferlito.

Targa Florio class winners. Left: 2000 S. Right: 1000 SP, courtesy Schlegelmilch 

Also seen on the Madonie circuit in 1969 were three more 1000 SPs, a 1300 OT, a 1000 OT, a 1000 S, and an Abarth Simca 1300 Bialbero.

Le Mans was not an attractive event for teams running Abarth models in 1969, and the only runner of note was an Ecurie Fiat-Abarth France-entered 1000 SP for Locatelli/Zanetti, although this did not last long, retiring after nine laps with ignition failure. The car has however been preserved in beautiful condition, as seen below, at the 2022 Chantilly Arts & Elegance Richard Mille Concours:

Le Mans-running 1000 SP # SE04/0047.  Courtesy Wouter Melissen

1969 also saw the launch of an evolution of the OT 1300 /124 Scorpione.  This model, was based on the Fiat 850 chassis, but with a coupe body styled and built by Carrozzeria Francis Lombardi.  Lombardi marketed its own version as the 'Grand Prix,' and there was another variant branded as OTAS-Turin.  The Abarth had the superior specification in terms of engine performance and chassis details.  These were further enhanced in 1969 with a re-designation as the 'Scorpione SS.'  With notably good handling and power up to 88 bhp, the model had plenty of race potential.  However, with very few produced, coupled with growing uncertainty about Abarth's ongoing viability, especially its racing activities,  Scorpiones were little seen on the competition scene of the times.

Scorpione SS (pictured in 2014). Courtesy David Grant

1970 was to be the last full season in which Abarth Corse would be active.  Initially, there was plenty going on.  A definite highlight was the new SE018, a more compact, lighter Abarth 1000.  In this period there had been an ongoing internal contest between Carlo Abarth and Mario Colucci, his Chief Engineer/Designer, over how the cars should be configured.  Colucci was keen to execute the pure racing sports/prototypes as mid-engined machines, whereas Abarth favoured the rear-located solution which had brought him so much success over the previous twenty years.  By the turn of the new decade, he had prevailed and the SE018’s attributes included the progressive handling characteristics conferred by the rear mounting of the power unit.  However, the other new-for-1970 car, the 2000 SE019, could be delivered in either mid or rear-engined form!  Shown below is an example of the SE018, the rear location of the power unit being very evident from this angle.  This car is chassis #015, offered for sale by Bonhams in March 2015 with an estimate of £90-120,000; (withdrawn prior to the auction).

S 1000, #SE018/015. Courtesy Bonhams

As recounted by Asmonzaracing, a SE019 of the mid-engine, (‘entrobordo’) type featured in a head-to-head battle with the outboard engine version – ‘fuoribordo ‘ – at Mugello in July 1970.  The race was won by Arturo Merzario driving a fuoribordo with Kinnunen second in an entrobordo.  Below, on the left, is a contemporary photograph of Merzario in the fuoribordo, (with Carlo Abarth directly behind the car), while to the right, an entrobordo is pictured at Imola in 2019:

Left: SE019, Merzario. Courtesy Giorgio Nada Editore; right: 'Entrobordo. Courtesy Andrea Sofia

There were nine Abarths entered for the Targa Florio.  Heading the contingent was a pair of factory-run 3000 SPs for Arturo Merzario/Johannes Ortner, and for Mario Casoni/Jonathan Williams.  The latter car was damaged in practice and unable to start the race, whilst the other managed only two laps before succumbing to gearbox failure. More positively, 2000 S SE10s were 1^st and 2^nd in the Sport 2.0 class, an SE04 1000 SP won the Prototype 1.0 class, and a Scuderia Pegaso 1300 OT took victory in the Sport 1.3 class.

In addition to The SE019s, the racing models launched by Abarth in 1970 were:

 

Fiat Abarth 1000 TC Radiale Berlina Corsa:  Responding to further revisions of the FIA’s definition of racing classes in the ‘Appendix J’ of its International Sporting Code, this version of the 1000 TC was specified to comply with the Group 2 rules.  This was for ‘special touring cars’ with a homologation requirement of at least 1,000 units/year.  The regulations were helpful in so much as they allowed Abarth to utilise the Radiale head.  (This featured combustion chambers of a form embodying two overlapping hemispheres.  This promoted more efficient mixture charging/combustion.  On the 1 litre engine, the Radiale head was good for a 27% power increase, to 108 bhp.)  It had been seen previously in 1966 for Group 5 classes allowed in England and France.  The widespread accommodation in 1970 of such a specification was a clear benefit to Abarth.  Ongoing development saw power further improved to 112 bhp, and, coupled with the low weight value of just 583 kgs, competitive performance was assured.  It was certainly good enough to secure the title for Abarth of Division 1 of the European Touring Car Championship, with class wins at five of the nine rounds.  Johann Abt was 2^nd in the drivers table to Toine Hezemans, who, though earning his championship-winning points mainly by driving an Alfa Romeo 2000 GTAm in Division 3, also drove a 1000 TCR at the Zandvoort round.

1000 TCR of Johann Abt, Salzberg, 1970. Courtesy Mad4Wheels

1000 TCR Berlina Corsa engine installation.  ©2022 Revs Institute

Fiat Abarth 695 SS Assetto Corsa Series 3: Whilst the 1000 TCR represented a culmination of upgrading/improvement to the 600-based berlinas, the 695 SS Assetto Corsa Series 3 embodied the same summation for the variations on the 500 theme.  That Abarth at this point was every bit as concerned with marketing as with engineering, is indicated by the range of variants concurrently offered: 595, 595 Competizione and 695 SS Assetto Corsa.  It was also possible to have post-sale conversion to uprate the engine with a Radiale head.  However, the SS Assetto Corsa boasted at least 38 bhp on 520 kgs, so was a capable front runner.

695 SS Assetto Corsa. Courtesy Bonhams

695 SS Assetto Corsa engine bay. Courtesy Bonhams

By May 1970, the number of 695 SS cars to be seen on-track had become substantial.  At the Trieste-Opicina hillclimb, for example, six ran in the 700 class, with Cesare Garrone taking the win.  At Imola the class win went to Antonio Leone.  At this event there was some competition for the 695s, a BMW 700 CS running in the same class.  Otherwise, throughout the season, the Abarths had the 700 class almost completely to themselves. 

As said at the outset, the late Sixties had brought much pressure for Carlo Abarth, especially in terms of sales and the related existential issue of corporate solvency.  The latter concern was not helped by the more extreme aspects of Carlo’s search for the higher racing profile intended to secure increased sales revenues by enhancing the appeal of the normal production cars.  There were two such aspects and both not only drained funds but also distracted attention from customer-sales-related operations.  Firstly, there was the T140 Sports Prototype project initiated in 1966 and founded on the creation of a six litre V12 engine.  A chassis for this was built, and testing became intense during 1967.  However, quite abruptly, the FIA revised its definitions of the Group 5 and 6 categories relevant to the World Sports Car Championship.  Whilst the main thrust of the changes was to introduce a 3 litre engine capacity limit, provision was eventually made for 5 litre engines, but subject to a homologation requirement of 25 built examples.  Having invested much time and money in the project, Abarth had to face up to the reality of his situation, one in which he lacked the resources which permitted both Porsche and Ferrari to meet the homologation requirements and subsequently contest the World Championship with their 917 and 512 5 litre models in 1970-71. 

As if the T140 project was not enough to be going on with, a 3 litre Formula One car had also been under development.  Whilst not very much has been written about this, we do have an interesting account from Jonathan Williams in his autobiography, Shooting Star on a Prancing Horse.  Finding himself no longer wanted at Ferrari, Jonathan had a meeting with Carlo in late 1967/early 1968.  Jonathan was invited to be the driver of a ‘secret’ Abarth Grand Prix car.

I was given a tour of the factory and saw ‘my’ F1 car.  It was a Cooper style space frame with a 3 litre V8 engine.  This was when everyone was moving to monocoque chassis.  I knew right away that it wouldn’t be competitive, but I would never find out.  During the next few months, little if any work was done on the car, and it was eventually shelved and the project abandoned.

 

There are several accounts by people who interacted with Carlo which attest to his tendency towards arrogance and inflexibility.  To a degree, these sorts of trait would have been key to the character that enabled the man to have a singular sporting/engineering vision and the energy/resilience necessary to establish and grow a business in a competitive milieu.  Such a personality may have difficulty in evolving a changing operational outlook in response to a company’s developing size and scope of business.  In such circumstances, it is often the case that there is a natural successor with the mindset required.  And, perhaps as the ideal, this has often been realised by a son/daughter, likely aligned with the father’s core values, but able to contribute a new dynamic to their delivery.  In Carlo’s time, this would be the vocation for a son, but there was none.  It has been suggested that Carlo may have looked upon Peter Schetty as a surrogate for the role.  In his late twenties, Schetty’s prowess as a driver was backed up by a formal engineering training at university and a naturally confident manner stemming from his upbringing in a wealthy business-owning family.  Like Abarth, he was highly accomplished in carrying out vehicle testing, analysing results and planning developments.  But, ironically and unhappily for Carlo, Peter was perhaps too good – his reputation being sufficient to prompt Ferrari to headhunt him.  Thus, he left Abarth to work at Maranello, where in 1971 he took over the management of Scuderia Ferrari, securing the World Championship for Makes the following year in very convincing style.

 

As 1971 dawned for Carlo, his attention could not be exclusively focused on the new cars that would represent the Marque that season – he had also to find a means by which he would have the wherewithal to continue the enterprise through to 1972.  His options were however severely limited and, eventually, he would not be able to find an alternative to a sale, lock, stock and barrel, to Fiat.

 

Meanwhile, there were new cars to be launched which had the potential at least to bolster Carlo’s asking price as a result of renewed on-track success.  Whilst the ambition – perhaps disastrously overreaching – of the T140 had come to nothing, Abarth remained keen on seeking the prestige associated with running in the larger capacity prototype form of sports car racing.  Thus, two new 3000 Sport Prototipos were presented to the Press in February.  The 365 bhp 2968 cc V8 engine had by then been through five years of development, including enlargement from its original 1978 cc displacement.  For 1971 there was a circuit racing version – SE020 – and a hill climber, SE022.  Although there were some serious issues of potential competitiveness, at least at this point the question of engine location on both cars – and the 2.0 SE021 – had been resolved: mid-engined, as had become the general convention by then, as well as validating Ing Colucci’s philosophy.  These cars are sometimes referred to as Sports Spiders.  The SE021 is considered a significant model as it benefitted from the increased influence of Enzo Osella, (who had first worked for Abarth in the early Sixties), and Antonio Tomaini, both of whose status within the Abarth organisation had been revised and uprated.  Its success was confirmed when it took third place in the 1971 season’s European Championship.

 

A major issue for the SE020 was the Abarth V8’s power disadvantage against the competition.  At a very simple level, the relevant classes were restricted to 2 and 5 litres, so any 3 litre, however good, was bound to have a significant power deficit.  As to other 3 litre cars, the flat 12 in the Ferrari 312 PB delivered almost 100 more bhp.  The Alfa Romeo T33TT3’s V8 was capable of over 400 bhp, as was the Matra MS12 V12.  Even the less up-to-date Porsche 3 litre flat 8 was a little more powerful.  To make matters worse, even the relatively modest 365 bhp of the Abarth unit was more than the transmission had been designed for, and reliability thus came into question.

 

Abarth recognised that both performance and quality concerns were affecting customer confidence.  To overcome this, he decided to consolidate a specialist motorsport customer-support orientated division in the style of Alfa Romeo’s Autodelta.  Also responsible for running the factory cars on-track, Osella was publicly announced as the manager of this new operation, the Abarth Reparto Corse.

 

At Monza, in April’s 1000 kms, an SE10 2000 S driven by ‘Pal Joe’ and Romolo Becchetti won the 2 litre class, though there were only three other Sport 2.0 class cars contesting the race.

SE10 of ‘Pal Joe’/Becchetti at Monza. Courtesy Motorsport Images

SE021 2000 SP of Arturo Merzario, Imola (European 2.0 Championship)

Seven Abarths started the Targa Florio, but only two were finishers.  However, these, both 1000 SPs, came in 1^st and 2^nd in the Prototype 1.0 class.

Also new for 1971 were: 

1300 Sport Spider.  This was in effect an SE021 with a 190 bhp version of the 1289 cc engine.  It maintained the Marque’s reputation for being able to dominate the 1300 class of the Italian national championship.

1300 Sport Spider. Courtesy Bonhams

Autobianchi A-112 Abarth Berlina Series.1.  The Abarth version of the A-112 was in development soon after the standard car’s launch in 1969.  That development process straddled the sale of Abarth to Fiat and in several ways does not seem to be typical of the Marque.  It was, however, a significantly upgraded machine, with engine power 35% up on that of the standard car.  Eventually it would receive further modification, with consequent power increases, in the guise of a Fiat rally ‘special.’

Autobianchi A-112 Abarth Berlina (prototype example)

Fiat Abarth Formula Italia.  This, again, was a project which though begun whilst Abarth was still independent, did not really emerge in public until after Carlo has completed the corporate sale.  The car – SE 025 - provided a ‘junior’ format allowing drivers to compete in identically-specified single seat, open wheel machines.  The series was crucial to the establishment of the careers of several Italian drivers who would make it to Formula 1, including Ricardo Patrese, Michele Albereto and Bruno Giacomelli.  The tubular chassis was the work of Abarth’s Ing. Colucci and it remained the Formula’s control chassis until 1979, when it was replaced with a Lancia Beta-based, transverse engined, semi-monocoque.

Fiat Abarth Formula Italia, (SE 025). Courtesy Bonhams

With Carlo preoccupied with negotiations with Fiat, it is perhaps not surprising that there was no Abarth representation at the rounds of the International Championship for Makes after the Targa Florio.  Those negotiations did not look likely to succeed for quite some time, Carlo Abarth seeking to be uncompromising despite the underlying weakness of his position.  However, his partner from the time of the company’s formation, Carlo Scagliarini, who enjoyed a good relationship with Fiat’s commercial director, intervened, and, through an intense period of discussion, was able to broker an agreement which was finalised in July.  Abarth’s third wife, Anneliese, has provided insight relative to the standing of the Reparto Corse in the negotiations:

Fiat had immediately declared that it was not interested in the Reparto Corse.  Carlo Arbarth then turned to Enzo Osella, before formalizing the sale to Fiat, so that he could take over all the equipment of the Reparto Corse, granting him payment in instalments as long as his name continued in racing.  In addition to the equipment and the cars, a dozen of the best mechanics went to Osella, (another 30 were hired by Fiat), Antonio Tomaini and, among the drivers, Arturo Merzario and Domenico Cedrati ‘Poker.’  The transfer of all the equipment of the Reparto Corse to Osella took place during the closure of August.  With the ex-Abarth material, Osella formed the ‘Osella 1972’ Scuderia. 

The sale of Abarth to Fiat was made public in October 1971.  As a result of Osella’s activities, there was the appearance of ongoing Abarth race car development, underpinned by an important measure to address the transmission reliability problems that had recently been experienced.  The situation was addressed by the simple expedient of substituting a Hewland ‘box for the Abarth unit.  With the adoption also of fuel injection and a resulting increase in power from the 2.0 engine, the SE021 in 1972 form was good enough to win the European Championship. 

For a while, Carlo remained involved on a consultancy basis, though it must have been difficult for him to accept a situation where he no longer had autocratic power and would have to defer to Fiat management as a generality.  Eventually he retired, leaving Turin and relocating to Vienna.  He died in 1979, just short of his 71^st birthday.  Today the Abarth name enjoys a renewed currency as an overtly sporting brand of Fiat, and his personal achievements are very well celebrated by the Carlo Abarth Foundation.